Brake lever system for railway cars

ABSTRACT

In a railway freight car brake system, the brake system is transferred from one side of the center sill to the other side by means of transverse brake levers which are fulcrumed in the center sill webs. The levers pass through respective openings in the center sill webs and the openings may be provided with center sill reinforcement. Conventional fastening means, such as simple pin connections, may be used to connect the levers to either the center sill webs and/or to the center sill reinforcement. With this arrangement extensive prior art bracketing is avoided, and the transverse levers may be shorter. As a result there is less danger of the lever bottoming out in the center sill openings when the brakes are applied.

United States Patent 1 91 [111 3,889,783

Sittner, Jr. et al. June 17, 1975 l l BRAKE LEVER SYSTEM FOR RAILWAY ICARS Primary ExaminerGeorge E. A. Halvosa [75} Inventors: Edward H.Sittner, Jr.; Robert R. Agem or Firm Hemy Cummings Girard, both of St.Charles, Mo.

[57] ABSTRACT Asslgneei ACF lndusu'iesn lncorpmaled New in a railwayfreight car brake system, the brake system Yorki is transferred from oneside of the center sill to the [22] Filed: 8, 1974 other side by meansof transverse brake levers which are fulcrumed 1n the center 81]] webs.The levers pass PP N085 495,887 through respective openings in thecenter sill webs and the openings may be provided with center sill rein-52 11.5. C1 188/52; 74/469 forcement- Conventional fastening means Suchas 51 hit. or. B61h 13/20 Simple Connections, y be used to Connect the[58] Field of Search 188/49, 5 5 52 53 levers to either the center s11]webs and/or to the cen- 13 54 55 5 105/3 24/4 9 ter sill reinforcement.With this arrangement extensive prior art bracketing is avoided, and thetransverse le- [56] References Cited vers may be shorter. As a resultthere is less danger of UNITED STATES PATENTS the lever bottoming out inthe center sill openings when the brakes are applied. 3294.035 12/1966Enochlan 105/368 B 3,626 484 12/1971 Kinnecom 188/52 8 Clfilms, 7Drawing Figures PATENTEDJUN 17 1975 PRIOR ART FIG.2.

BRAKE LEVER SYSTEM FOR RAILWAY CARS BACKGROUND OF THE INVENTION Mostflatcars today are built close to the rails, often only about 11 inchesfrom the rail. This necessitates running the transverse crossover brakelevers through the center sill of the car. There is simply notsufficient room to mount the brake levers below the center sill andmaintain AAR clearance limitations.

Previous transverse brake lever connections have utilized long leversmounted upon large brackets which depend from the fiatcar body or insome instances from the side sill flanges. Mounting these brackets uponthe car body and/or side sill flanges amounts to considerable labor manhours and an expenditure for material for the brackets. Also, there is apossibility that these large levers will bottom out on the center sillwhen in a worn condition; and thus the brake will be applied at reducedforce or will not be applied at all.

It is an object of the present invention to reduce the amount ofbracketing required for transverse brake lever linkages.

It is another object of the present invention to reduce the length oftransverse brake levers required in railway car brake systems which passthrough the center sill.

Another object of the present invention is to render the brake systemsafer and less likely for the brake to bottom out during operation.

Other objects will be apparent from the following description anddrawing.

SUMMARY OF THE INVENTION In a railway freight car brake system, thebrake system is transferred from one side of the center sill to theother side by means of transverse brake levers which are fulcrumed inthe center sill webs. The levers pass through respective openings in thecenter sill webs and the openings may be provided with center sillreinforcement. Conventional fastening means, such as simple pinconnections, may be used to connect the levers to either the center sillwebs and/or to the center sill reinforcement. With this arrangementextensive prior art bracketing is avoided, and the transverse le ers maybe shorter. As a result there is less danger of the lever bottoming outin the center sill openings when the brakes are applied.

THE DRAWINGS FIG. 1 is a top plan view of a prior art brake system oftenutilized in railway flatcars;

FIG. 2 is a side elevational view of the flatcar and brake system shownin FIG. 1;

FIG. 2A is an enlarged view along the lines 2A-2A in FIG. 1;

FIG. 2B is an enlarged plan view illustrating a brake beam applying thebrakes to the wheels;

FIG. 3 is an enlarged plan view of the brake lever system according tothe present invention;

FIG. 4 is a sectional view along the lines 4-4 in FIG. 3;

FIG. 5 is an elevational view along the lines 55 in FIG. 3.

DETAILED DESCRIPTION A railway flatcar having a prior art braking systemis illustrated in the drawings at 10. The flatcar comprises aconventional flatcar deck 12 supported by appropriate conventionaltrucks 14 and 16 respectively having wheels 15 and 17 which ride uponthe rails.

The brake system is indicated in the drawings generally at 20 andcomprises a brake cylinder 22 of known construction having a pistonoperable therein 24 which is connected to a main brake lever 26 at oneend thereof. At the opposite end of main lever 26 there is a connection27 to a brake lever 28 which extends longitudinally down the car to theright in FIGS. 1 and 2, which is supported by suitable angles orbrackets shown in FIG. 1 at 30.

Lever 28 is connected at 29 to a transversely extending lever 40. Lever40 is pivotally connected at 42 to the car body and at 44 to brake beams45 and 46 (through levers 47, 48 and 49) in the usual manner, as shownin FIG. 2B. When lever 28 is moved from right to left in FIG. 1 thebrake beams 45 and 46 apply the brakes to wheels 15 at this end of thecar in the usual manner.

Main lever 26 is also connected at 50 to a longitudinally extendinglever 52. Lever 52 connects to the midpoint 54 of transversely extendinglever 56. Lever 56 is fulcrumed to the car body at 58 through suitablebracketry 57 shown in FIG. 2. Lever 56 at its opposite end 59 isconnected to a longitudinally running brake rod 60.

In order to apply the brakes to this end of the car it is necessary totransfer the brake system to the opposite side of the car. According toone prior art construction indicated generally at 61 the longitudinalrod 60 is connected to a transverse rod 62 which is fulcrumed by meansof a large bracket 64 to the car body. As shown in FIGS. 2A, thebracketry comprises a main bracket 66 generally U-shaped which is weldedto the car body. A vertical web 68 is welded to the bracket 66 and alsoto the car body. Brake lever 62 has an opening therein 70 through whichlever pin 72 passes to hold the lever in place. A plate 74 is affixed tobracket 66 having an opening therein 76 through which pin 72 passes anda surface which pin head 78 engages to hold pin 72 in place.

Lever 62 at its opposite end 79 is connected to a short longitudinallink 80. Link 80 in turn is connected to a transverse brake lever 82fulcrumed at 83 by bracketry 84 similar to that shown in FIG. 2A to thecar body. Levers 62 and 82 pass through appropriate openings 32 and 34in the center sill which have been burned out or otherwise removed. Inthis prior art arrangement the levers 62 and 82 are large generallyaround 4 feet in length. This necessitates openings in the center sillfor these levers of approximately 4 feet long. Further, the use of thelarge levers 62 and 82 raises a possibility that these levers may bottomout in one or both of the center sill openings. In this event the brakeswill operate with reduced force, or will not operate at all. Thisobviously produces a dangerous condit1on.

Transverse lever 82 is connected at its mid-region 86 to alongitudinally extending brake lever 88. Longitudinal lever 88 isconnected to a transversely extending brake lever 90, pivoted to the carbody at 92 and applies the brakes through its opposite end 94 to wheels17 through an arrangement similar to that shown in FIG. 2B in aconventional manner.

In accordance with the present invention, the large transverse brakelevers 62 and 82 and the brackets 64 and 84 are replaced with thesimplified brake arrangement indicated generally at 100 in FIGS. 3-5.The longitudinally extending brake rod 60 coming from eithertransversely extending brake lever 56 or directly from main lever 26 isconnected to a transversely extending brake lever 102 preferably at anouter end thereof 104. Transverse lever 102 passes through the centersill 101 and is fulcrumed at opposite end 105 to the center sill at 106with the arrangement shown in FIGS. 4 and 5.

Openings are provided in the center sill as indicated at 110 and 111.This may be provided by burning out or other techniques known in theart. Center sill reinforcement 112 is then welded to the center sillaround the openings having an upper portion 113 and a lower portion 118.Caps 114 and 116 are respectively affixed to lower surface 118. The caps114 and 116 respectively comprise openings 120 and 122 into which pins124 and 126 are respectively placed to fulcrum transverse rod 102 andanother transverse rod 132 respectively to opposite webs 103 and 108 ofthe center sill 101.

It will be apparent that there is a longitudinal connection 134 whichconnects respectively to the mid-areas 107 and 137 of transverse brakelevers 102 and 132. Lever 132 at its opposite end 138 is connected tolongitudinally extending rod 88 shown in FIG. 1 which applies the brakesto wheels 17 in the usual manner through transverse brake linkage 90.

It will be apparent that the lever arrangement 100 has distinctadvantages over the arrangement 61 illustrated in FIG. 1. In the firstplace the extensive bracketry shown in FIG. 2A is eliminated and isreplaced with simple caps 120 and 122 which are readily applied to thecenter sill reinforcement 112. Secondly, the length of the brake levers102 and 132 may be significantly reduced as compared to the 4 feetnormally utilized for levers 62 and 82. Levers 102 and 132 need notexceed about 2' 2".

Thirdly, the brake arrangement shown in FIGS. 3-5 is safer than thebrake arrangement shown in FIG. 1. When the brakes are in a worncondition, there is a possibility that long transverse levers 62 and 82may bottom out in their travel in the center sill, and the brakesapplied with less force, or not at all. The likelihood of this occurringis considerably reduced in the embodiment shown in FIGS. 3-5 since thebrake lever length has been significantly reduced.

While the brake arrangement of the present invention has been describedin regard to a railway flat car, since railway flatcars are generallybuilt closer to the rail than other freight cars, it will be apparent tothose skilled in the art that the brake arrangement of the presentinvention may also be utilized in other freight cars including box cars,hopper cars and tank cars. It has particular application whenever,either because of cars built close to the rail, or from space orgeometrical limitations, it is desirable for transverse rods to passthrough the center sill and transfer the brake applying force to theother side of the center sill.

What is claimed is:

1. A railway freight car brake system comprising: a railway car having alongitudinally extending center sill; a brake cylinder mounted upon saidcar having a piston extending therefrom connected to a first transverseextending lever; said first transverse lever connected to a firstlongitudinally extending brake lever which acts to apply the brakes to afirst end of said car; said first transversely extending brake leverbeing connected at about its midpoint to a second longitudinallyextending brake lever extending in a direction opposite to said firstlongitudinally extending brake lever; said second longitudinallyextending brake lever engaging a second transversely extending brakelever about the midpoint thereof; said second transversely extendingbrake lever being fulcrumed to the car body at one end thereof and theother end thereof being connected to a third longitudinally extendingbrake lever; said third longitudinally extending brake lever engaging athird transversely extending brake lever which passes through an openingin said center sill and which is fulcrumed to a first web of said centersill at one end thereof, said third transversely extending brake rodengaging at about the midpoint thereof a fourth longitudinally extendingbrake lever, said fourth longitudinally extending brake lever engaging afourth transversely extending brake lever at about the midpoint thereof,said fourth transversely extending brake lever passing through anopening in said center sill and being fulcrumed at a first end thereofto a second and opposite web of said center sill; said fourthtransversely extending brake lever at a second end portion engaging afifth longitudinally extending brake lever, said fifth longitudinallyextending brake lever acting to apply the brakes at a second end of saidrailway car.

2. A railway car brake system according to claim 1 wherein center sillreinforcement is provided around the openings in said center sill webs.

3. A railway car brake system according to claim 1 wherein means areprovided on said center sill for removably fulcruming said third andfourth transverse brake levers.

4. A railway car brake system according to claim 2 wherein means areprovided on said center sill reinforcement for removably fulcruming saidthird and fourth transverse brake levers.

5. A railway car brake system according to claim 4 wherein caps areintegrally affixed to said center sill reinforcement and wherein pinspass through said caps and through said third and fourth transversebrake levers.

6. A railway car brake assembly according to claim 2 wherein the lengthof said third and fourth transverse brake levers does not exceed about2' 2".

7. A railway freight car brake system comprising: a railway car having alongitudinally extending center sill; a brake cylinder mounted upon saidcar having a piston extending therefrom connected to a first transverseextending lever; said first transverse lever connected to a firstlongitudinally extending brake lever which first longitudinallyextending brake lever acts to apply the brakes to a first end of saidcar; said first transversely extending brake lever being connected atabout its midpoint to a second longitudinally extending brake leverextending in a direction opposite to said first longitudinally extendingbrake lever; said second longitudinally extending brake lever engaging asecond transversely extending brake lever about the midpoint thereof;said second transversely extending brake lever being fulcrumed to thecar body at one end thereof and the other end thereof being connected toa third longitudinally extending brake lever; said center sill havingfirst and second vertical webs having respectively first and secondopenings therein; said web openings having reinforcing structuretherearound; said third longitudinally extending brake lever engaging athird transversely extending brake lever which passes through saidsecond opening and'is-fulcrumed to said first web at one end thereof,said third transversely extending brake rod engaging at about themidpoint thereof a fourth longitudinally extending brake lever, saidfourth longitudinally extending brake lever engaging a fourthtransversely extending brake lever at about the midpoint thereof, saidfourth transversely extending brake lever passing through said firstopening and being fulcrumed at a first end thereof to said second web;said fourth transversely extending brake lever at a second end portionengaging a fifth longitudinally extending brake lever, said fifthlongitudinally extending brake lever acting to apply the brakes at asecond end of said railway car.

8. A railway freight car brake system comprising: a railway car having alongitudinally extending center sill; a brake cylinder mounted upon saidcar having a piston extending therefrom connected to a first transverseextending lever; said first transverse lever connected to a firstlongitudinally extending brake lever which first longitudinallyextending brake lever acts to apply the brakes to a first end of saidcar; said first transversely extending brake lever being connected atabout its midpoint to a second longitudinally extending brake leverextending in a direction opposite to said first longitudinally extendingbrake lever; said second longitudinally extending brake lever engaging asecond transversely extending brake lever about the midpoint thereof;said second transversely extending brake lever being fulcrumed to thecar body at one end thereof and the other end thereof being connected toa third longitudinally extending brake lever; said center still havingfirst and second vertical webs having respectively first and secondopenings therein; said web openings having reinforcing structuretherearound; said third longitudinally extending brake lever engaging athird transversely extending brake lever which passes through saidsecond opening and is fulcrumed to said first web at one end thereof bymeans of a cap mounted on said reinforcing structure and a pin passingtherethrough, said third transversely extending brake rod engaging atabout the midpoint thereof a fourth longitudinally extending brakelever, said fourth longitudinally extending brake lever engaging afourth transversely extending brake lever at about the midpoint thereof,said fourth transversely extending brake lever passing through saidfirst opening being fulcrumed at a first end thereof to said second webby means of a cap mounted on said reinforcing structure and a pinpassing therethrough; said fourth transversely extending brake lever ata second end portion engaging a fifth longitudinally extending brakelever, said fifth longitudinally extending brake lever acting to applythe brakes at a second end of said railway car.

1. A railway freight car brake system comprising: a railway car having alongitudinally extending center sill; a brake cylinder mounted upon saidcar having a piston extending therefrom connected to a first transverseextending lever; said first transverse lever connected to a firstlongitudinally extending brake lever which acts to apply the brakes to afirst end of said car; said first transversely extending brake leverbeing connected at about its midpoint to a second longitudinallyextending brake lever extending in a direction opposite to said firstlongitudinally extending brake lever; said second longitudinallyextending brake lever engaging a second transversely extending brakelever about the midpoint thereof; said second transversely extendingbrake lever being fulcrumed to the car body at one end thereof and theother end thereof being connected to a third longitudinally extendingbrake lever; said third longitudinally extending brake lever engaging athird transversely extending brake lever which passes through an openingin said center sill and which is fulcrumed to a first web of said centersill at one end thereof, said third transversely extending brake rodengaging at about the midpoint thereof a fourth longitudinally extendingbrake lever, said fourth longitudinally extending brakE lever engaging afourth transversely extending brake lever at about the midpoint thereof,said fourth transversely extending brake lever passing through anopening in said center sill and being fulcrumed at a first end thereofto a second and opposite web of said center sill; said fourthtransversely extending brake lever at a second end portion engaging afifth longitudinally extending brake lever, said fifth longitudinallyextending brake lever acting to apply the brakes at a second end of saidrailway car.
 2. A railway car brake system according to claim 1 whereincenter sill reinforcement is provided around the openings in said centersill webs.
 3. A railway car brake system according to claim 1 whereinmeans are provided on said center sill for removably fulcruming saidthird and fourth transverse brake levers.
 4. A railway car brake systemaccording to claim 2 wherein means are provided on said center sillreinforcement for removably fulcruming said third and fourth transversebrake levers.
 5. A railway car brake system according to claim 4 whereincaps are integrally affixed to said center sill reinforcement andwherein pins pass through said caps and through said third and fourthtransverse brake levers.
 6. A railway car brake assembly according toclaim 2 wherein the length of said third and fourth transverse brakelevers does not exceed about 2'' 2''''.
 7. A railway freight car brakesystem comprising: a railway car having a longitudinally extendingcenter sill; a brake cylinder mounted upon said car having a pistonextending therefrom connected to a first transverse extending lever;said first transverse lever connected to a first longitudinallyextending brake lever which first longitudinally extending brake leveracts to apply the brakes to a first end of said car; said firsttransversely extending brake lever being connected at about its midpointto a second longitudinally extending brake lever extending in adirection opposite to said first longitudinally extending brake lever;said second longitudinally extending brake lever engaging a secondtransversely extending brake lever about the midpoint thereof; saidsecond transversely extending brake lever being fulcrumed to the carbody at one end thereof and the other end thereof being connected to athird longitudinally extending brake lever; said center sill havingfirst and second vertical webs having respectively first and secondopenings therein; said web openings having reinforcing structuretherearound; said third longitudinally extending brake lever engaging athird transversely extending brake lever which passes through saidsecond opening and is fulcrumed to said first web at one end thereof,said third transversely extending brake rod engaging at about themidpoint thereof a fourth longitudinally extending brake lever, saidfourth longitudinally extending brake lever engaging a fourthtransversely extending brake lever at about the midpoint thereof, saidfourth transversely extending brake lever passing through said firstopening and being fulcrumed at a first end thereof to said second web;said fourth transversely extending brake lever at a second end portionengaging a fifth longitudinally extending brake lever, said fifthlongitudinally extending brake lever acting to apply the brakes at asecond end of said railway car.
 8. A railway freight car brake systemcomprising: a railway car having a longitudinally extending center sill;a brake cylinder mounted upon said car having a piston extendingtherefrom connected to a first transverse extending lever; said firsttransverse lever connected to a first longitudinally extending brakelever which first longitudinally extending brake lever acts to apply thebrakes to a first end of said car; said first transversely extendingbrake lever being connected at about its midpoint to a secondlongitudinally extending brake lever extending in a direction oppositeto said first longitudinally extending brake lever; said secondlongitudiNally extending brake lever engaging a second transverselyextending brake lever about the midpoint thereof; said secondtransversely extending brake lever being fulcrumed to the car body atone end thereof and the other end thereof being connected to a thirdlongitudinally extending brake lever; said center still having first andsecond vertical webs having respectively first and second openingstherein; said web openings having reinforcing structure therearound;said third longitudinally extending brake lever engaging a thirdtransversely extending brake lever which passes through said secondopening and is fulcrumed to said first web at one end thereof by meansof a cap mounted on said reinforcing structure and a pin passingtherethrough, said third transversely extending brake rod engaging atabout the midpoint thereof a fourth longitudinally extending brakelever, said fourth longitudinally extending brake lever engaging afourth transversely extending brake lever at about the midpoint thereof,said fourth transversely extending brake lever passing through saidfirst opening being fulcrumed at a first end thereof to said second webby means of a cap mounted on said reinforcing structure and a pinpassing therethrough; said fourth transversely extending brake lever ata second end portion engaging a fifth longitudinally extending brakelever, said fifth longitudinally extending brake lever acting to applythe brakes at a second end of said railway car.